John Johnson joined the DC Velocity team in March 2004. A veteran business journalist, John has over a dozen years of experience covering the supply chain field, including time as chief editor of Warehousing Management. In addition, he has covered the venture capital community and previously was a sports reporter covering professional and collegiate sports in the Boston area. John served as senior editor and chief editor of DC Velocity until April 2008.
When the first box arrived, workers on the floor at the high-end electronics manufacturer's DC were baffled. Staffers processing the day's returns had opened a package to find one of the company's underwater flashlights with a three-quarter inch hole drilled through it—and a warranty claim for damaged product. Things were to get stranger still in the days to come as more and more flashlights arrived in the same condition.
Eventually the full story came out. A couple of months back, the manufacturer had decided to destroy 3,000 obsolete flashlights by having a hole drilled through each unit and shipping them to a third-party recycler for disposal. But somewhere along the way, the plan went awry. The flashlights leaked back into the supply chain, leaving the manufacturer open to expensive warranty claims from customers looking for replacements or refunds (not to mention a potentially nasty public relations problem).
A tough lesson, perhaps, but an important one. When it comes to high-end goods—jewelry, laptop computers, PDAs, or underwater flashlights—getting new merchandise to the retail store safely is only part of the job; the other part is keeping a close eye on the goods if and when they enter the reverse logistics channel. That's true whether it's first-quality merchandise, obsolete models or even damaged goods.
Surprisingly, tracking high-value goods as they swim upstream through the reverse channel hasn't been a high corporate priority, even for the giants in the electronics industry. "The assumption is that all the larger electronics manufacturers have this nailed down," says Rocky Romanella, vice president and Americas Region general manager for UPS Supply Chain Solutions, a provider of reverse logistics services, "but we've found some inconsistencies in that assumption."
Return of the bling
There are several good reasons to track returns, of course, but the most compelling is money.Whether jewelry or electronics, this is valuable stuff. And in the case of electronics, a surprisingly high percentage of returned merchandise isn't particularly old or particularly damaged; it's first-quality merchandise. According to AMR Research, close to 60 percent of all laptops returned to the manufacturer are classified as NTFs—for no trouble found. Manufacturers like Dell and Hewlett-Packard have learned to reroute them immediately into the selling channel, usually as discounted product sold on their Web sites or marketed in Third World countries.
That's not to say that NTFs are the only returned products worth retrieving. Surprisingly, outdated and even damaged goods can be quite valuable too. In the electronics industry, where a six-month old model may be written off as a dinosaur, "obsolete" is a relative term. And what's obsolete in one market may be a hot item somewhere else. A cell phone without the latest accessories whose sales are languishing in the United States, for example, might prove to be a big seller in, say, Nigeria if the manufacturer can redirect it to that market fast enough. "Companies that can deal with accelerated product obsolescence will be ahead of the game if they can get the products tested quickly and into Third World markets where they are perfectly acceptable," says Marc McCluskey, research director at AMR Research.
One company that's ahead of the game is Motorola Corp., which has the redirection process down to a science. If sales of a particular model don't take off, the cell phone manufacturer has systems in place for shipping the products from the original retailer directly to the next customer, bypassing the interim step of sending it back to the distribution center.
Motorola's sophisticated reverse logistics program goes well beyond the collection of overstocks and slightly obsolete models for resale. It also has procedures in place for retrieving damaged goods, which are screened at the point of sale if possible. If the product is indeed broken, the company takes it apart to find out exactly why it failed and passes on its findings to the product design teams in hopes of eliminating the problem in the future. If a defect is ruled out, the product is returned to the customer, saving Motorola shipping and logistics costs. "Our NTF rates aren't nearly as high as they used to be because we've implemented programs with customers to screen product before it comes back to us," says Larry Maye, Motorola's director of strategy and operations planning for reverse logistics.
But more to the point, collecting those returns has allowed the company to develop a thriving business selling reconditioned products both in Third World markets and via its Web site. "The philosophy used to be why sell a used phone when we can sell a new one?" says Maye. "That is changing dramatically."Maye estimates that the global market for second-hand cell phones approaches 50 million to 60 million units annually.
Keeping it confidential
Not all high-value returns are destined for the resale market, however. Some of them are headed for the scrap heap. Tokyo Electron America (TEA), a supplier of semiconductor production equipment and flat panel display equipment to clients like Intel and Motorola, for example, collects and destroys all of its obsolete inventory. But it too must pay careful attention to securing its reverse logistics channel. TEA managers can't just toss outdated equipment in the nearest Dumpster. They have to retrieve every last integrated-circuit tester to assure that its parts don't end up in the wrong hands.
"Our product has to be destroyed for two reasons," says Jeff Jonas, logistics manager at the Austin, Texas-based company. "First, we want to avoid reverse engineering [the copying of semiconductor chip designs]. We also need to make sure parts aren't picked up by resellers and sold as Toyko Electron parts when they are not sold by a certified Toyko representative."
In the past, the company bought back obsolete inventory twice a year and re-distributed that product backwards through the supply chain. First, it shipped product from multiple sites to one distribution center. From there, the product was sent on to a recycling center for destruction. The destroyed equipment was eventually shipped back to the parent company, Tokyo Electron, in Japan for disposal.
But that was neither efficient nor cheap. Working with UPS Supply Chain Solutions, Jonas found a better way to do the job. The company now ships the obsolete product from each location directly to local salvage centers contracted with UPS, which not only cuts transportation costs but also speeds up the process. Under the new system, TEA moved 59,000 pounds of scrap in two weeks. Previously, Jonas estimates, it would have taken six.
The scrap still gets shipped back to Japan, but it's accompanied by certificates of destruction and before-and-after photos that validate the destruction process. As a certain flashlight manufacturer found out, those certificates can be worth their weight in silicon.
“The past year has been unprecedented, with extreme weather events, heightened geopolitical tension and cybercrime destabilizing supply chains throughout the world. Navigating this year’s looming risks to build a secure supply network has never been more critical,” Corey Rhodes, CEO of Everstream Analytics, said in the firm’s “2025 Annual Risk Report.”
“While some risks are unavoidable, early notice and swift action through a combination of planning, deep monitoring, and mitigation can save inventory and lives in 2025,” Rhodes said.
In its report, Everstream ranked the five categories by a “risk score metric” to help global supply chain leaders prioritize planning and mitigation efforts for coping with them. They include:
Drowning in Climate Change – 90% Risk Score. Driven by shifting climate patterns and record-high temperatures, extreme weather events are a dominant risk to the supply chain due to concerns such as flooding and elevated ocean temperatures.
Geopolitical Instability with Increased Tariff Risk – 80% Risk Score. These threats could disrupt trade networks and impact economies worldwide, including logistics, transportation, and manufacturing industries. The following major geopolitical events are likely to impact global trade: Red Sea disruptions, Russia-Ukraine conflict, Taiwan trade risks, Middle East tensions, South China Sea disputes, and proposed tariff increases.
More Backdoors for Cybercrime – 75% Risk Score. Supply chain leaders face escalating cybersecurity risks in 2025, driven by the growing reliance on AI and cloud computing within supply chains, the proliferation of IoT-connected devices, vulnerabilities in sub-tier supply chains, and a disproportionate impact on third-party logistics providers (3PLs) and the electronics industry.
Rare Metals and Minerals on Lockdown – 65% Risk Score. Between rising regulations, new tariffs, and long-term or exclusive contracts, rare minerals and metals will be harder than ever, and more expensive, to obtain.
Crackdown on Forced Labor – 60% Risk Score. A growing crackdown on forced labor across industries will increase pressure on companies who are facing scrutiny to manage and eliminate suppliers violating human rights. Anticipated risks in 2025 include a push for alternative suppliers, a cascade of legislation to address lax forced labor issues, challenges for agri-food products such as palm oil and vanilla.
That number is low compared to widespread unemployment in the transportation sector which reached its highest level during the COVID-19 pandemic at 15.7% in both May 2020 and July 2020. But it is slightly above the most recent pre-pandemic rate for the sector, which was 2.8% in December 2019, the BTS said.
For broader context, the nation’s overall unemployment rate for all sectors rose slightly in December, increasing 0.3 percentage points from December 2023 to 3.8%.
On a seasonally adjusted basis, employment in the transportation and warehousing sector rose to 6,630,200 people in December 2024 — up 0.1% from the previous month and up 1.7% from December 2023. Employment in transportation and warehousing grew 15.1% in December 2024 from the pre-pandemic December 2019 level of 5,760,300 people.
The largest portion of those workers was in warehousing and storage, followed by truck transportation, according to a breakout of the total figures into separate modes (seasonally adjusted):
Warehousing and storage rose to 1,770,300 in December 2024 — up 0.1% from the previous month and up 0.2% from December 2023.
Truck transportation fell to 1,545,900 in December 2024 — down 0.1% from the previous month and down 0.4% from December 2023.
Air transportation rose to 578,000 in December 2024 — up 0.4% from the previous month and up 1.4% from December 2023.
Transit and ground passenger transportation rose to 456,000 in December 2024 — up 0.3% from the previous month and up 5.7% from December 2023.
Rail transportation remained virtually unchanged in December 2024 at 150,300 from the previous month but down 1.8% from December 2023.
Water transportation rose to 74,300 in December 2024 — up 0.1% from the previous month and up 4.8% from December 2023.
Pipeline transportation rose to 55,000 in December 2024 — up 0.5% from the previous month and up 6.2% from December 2023.
Parcel carrier and logistics provider UPS Inc. has acquired the German company Frigo-Trans and its sister company BPL, which provide complex healthcare logistics solutions across Europe, the Atlanta-based firm said this week.
According to UPS, the move extends its UPS Healthcare division’s ability to offer end-to-end capabilities for its customers, who increasingly need temperature-controlled and time-critical logistics solutions globally.
UPS Healthcare has 17 million square feet of cGMP and GDP-compliant healthcare distribution space globally, supporting services such as inventory management, cold chain packaging and shipping, storage and fulfillment of medical devices, and lab and clinical trial logistics.
More specifically, UPS Healthcare said that the acquisitions align with its broader mission to provide end-to-end logistics for temperature-sensitive healthcare products, including biologics, specialty pharmaceuticals, and personalized medicine. With 80% of pharmaceutical products in Europe requiring temperature-controlled transportation, investments like these ensure UPS Healthcare remains at the forefront of innovation in the $82 billion complex healthcare logistics market, the company said.
Additionally, Frigo-Trans' presence in Germany—the world's fourth-largest healthcare manufacturing market—strengthens UPS's foothold and enhances its support for critical intra-Germany operations. Frigo-Trans’ network includes temperature-controlled warehousing ranging from cryopreservation (-196°C) to ambient (+15° to +25°C) as well as Pan-European cold chain transportation. And BPL provides logistics solutions including time-critical freight forwarding capabilities.
Terms of the deal were not disclosed. But it fits into UPS' long term strategy to double its healthcare revenue from $10 billion in 2023 to $20 billion by 2026. To get there, it has also made previous acquisitions of companies like Bomi and MNX. And UPS recently expanded its temperature-controlled fleet in France, Italy, the Netherlands, and Hungary.
"Healthcare customers increasingly demand precision, reliability, and adaptability—qualities that are critical for the future of biologics and personalized medicine. The Frigo-Trans and BPL acquisitions allow us to offer unmatched service across Europe, making logistics a competitive advantage for our pharma partners," says John Bolla, President, UPS Healthcare.
The supply chain risk management firm Overhaul has landed $55 million in backing, saying the financing will fuel its advancements in artificial intelligence and support its strategic acquisition roadmap.
The equity funding round comes from the private equity firm Springcoast Partners, with follow-on participation from existing investors Edison Partners and Americo. As part of the investment, Springcoast’s Chris Dederick and Holger Staude will join Overhaul’s board of directors.
According to Austin, Texas-based Overhaul, the money comes as macroeconomic and global trade dynamics are driving consequential transformations in supply chains. That makes cargo visibility and proactive risk management essential tools as shippers manage new routes and suppliers.
“The supply chain technology space will see significant consolidation over the next 12 to 24 months,” Barry Conlon, CEO of Overhaul, said in a release. “Overhaul is well-positioned to establish itself as the ultimate integrated solution, delivering a comprehensive suite of tools for supply chain risk management, efficiency, and visibility under a single trusted platform.”
Shippers today are praising an 11th-hour contract agreement that has averted the threat of a strike by dockworkers at East and Gulf coast ports that could have frozen container imports and exports as soon as January 16.
The agreement came late last night between the International Longshoremen’s Association (ILA) representing some 45,000 workers and the United States Maritime Alliance (USMX) that includes the operators of port facilities up and down the coast.
Details of the new agreement on those issues have not yet been made public, but in the meantime, retailers and manufacturers are heaving sighs of relief that trade flows will continue.
“Providing certainty with a new contract and avoiding further disruptions is paramount to ensure retail goods arrive in a timely manner for consumers. The agreement will also pave the way for much-needed modernization efforts, which are essential for future growth at these ports and the overall resiliency of our nation’s supply chain,” Gold said.
The next step in the process is for both sides to ratify the tentative agreement, so negotiators have agreed to keep those details private in the meantime, according to identical statements released by the ILA and the USMX. In their joint statement, the groups called the six-year deal a “win-win,” saying: “This agreement protects current ILA jobs and establishes a framework for implementing technologies that will create more jobs while modernizing East and Gulf coasts ports – making them safer and more efficient, and creating the capacity they need to keep our supply chains strong. This is a win-win agreement that creates ILA jobs, supports American consumers and businesses, and keeps the American economy the key hub of the global marketplace.”
The breakthrough hints at broader supply chain trends, which will focus on the tension between operational efficiency and workforce job protection, not just at ports but across other sectors as well, according to a statement from Judah Levine, head of research at Freightos, a freight booking and payment platform. Port automation was the major sticking point leading up to this agreement, as the USMX pushed for technologies to make ports more efficient, while the ILA opposed automation or semi-automation that could threaten jobs.
"This is a six-year détente in the tech-versus-labor tug-of-war at U.S. ports," Levine said. “Automation remains a lightning rod—and likely one we’ll see in other industries—but this deal suggests a cautious path forward."
Editor's note: This story was revised on January 9 to include additional input from the ILA, USMX, and Freightos.